History - Greater Greater Washington

1941 DC plan shows east Mall, no I-395

Thu, 09 May 2013 12:16:00 EDT

DC's 1941 master plan is available through the Library of Congress. Published just months before Pearl Harbor, the plan is a fascinating look at the future pre-war planners envisioned.

Image from the National Capital Park and Planning Commission.

The National Mall extends eastward to the bank of the Anacostia and dominates the plan. "Semi-public buildings," parking garages, and much more highway-like Constitution and Independence Avenues line the new Mall. On the other hand, Southwest retains its historic street grid, and isn't cut off by I-395.

What else jumps out?

Cross-posted at BeyondDC.

42 comments

When Georgetown was on the wrong side of the creek

Fri, 03 May 2013 10:16:00 EDT

by Topher Mathews

Ghosts of DC found a great map from the Library of Congress archives. It shows the property values of each block in DC in 1879.

Map from Library of Congress, via Ghosts of DC.

Matt Yglesias noticed and pointed out that it shows a time when Logan and Shaw were more expensive than Georgetown.

Actually, the blocks around Logan and the Shaw blocks to the east don't appear to have that much more of an concentration of darker blocks than Georgetown. But it is true that this map likely captures the moment when Georgetown slowly started to slip behind the rest of the city in terms of economic status.

This is a fact that many are familiar with. Starting in the late 19th century Georgetown became somewhat of an Irish and African-American slum (although sometimes this is a bit overstated). It's reputation grew as a rougher part of town through the early 20th century. In the 1930s, Georgetown became one of the first "gentrified" neighborhoods in DC when New Dealers swooped in and bought up the old houses. The rest is history.

While the early 20th century brought poverty to Georgetown, in 1879 it wasn't necessarily clear that that was the future. Georgetown had only just been an independent city eight years prior (actually it was briefly known as "West Washington" at this point). And the governor of DC (during its brief territorial status) Henry Cooke thought it wise to construct his grand Cooke's Row of Second Empire mansions in 1868.

Perhaps it was the Panic of 1879 (which hit Cooke personally due to his widespread real estate speculation) that started Georgetown's decline, but it is more likely the rise of the railroad and the related decline of the canal.

But looking at the map you can see that the biggest concentration of expensive real estate at this point was what is now considered downtown (and probably remains the most expensive land in DC). Soon after this map was created, the Kalorama neighborhood was created and attracted the wealthy. By the 1890s, Georgetowners worried about getting cut off from the happening parts of DC and lobbied to have the Dumbarton Bridge built.

If you were to draft this map again in the 1920s, the differences would be starker. With robber barons building gilded age palaces on Massachusetts Ave. Georgetown found itself on the wrong side of the creek.

One final note: As I said, the slum status of Georgetown in the 20th century is sometimes overstated. There were pockets of deep poverty, including the "Holy Hill" Irish neighborhood in west Georgetown, the "Herring Hill" African American neighborhood on the east side, and scattered decrepit alley dwellings in lower Georgetown.

But the grand estates of Georgetown were still around. Tudor Place, Evermay, Dumbarton Oaks, and Halcyon (not to mention scores of lesser grand homes) all coexisted with the slummier sections of Georgetown.

Of course even today, we have people living in structures built for animals right next to luxurious houses. But they paid millions of dollars for the privilege.

Cross-posted at the Georgetown Metropolitan.

13 comments

Is the city's last horse tie in Anacostia?

Tue, 23 Apr 2013 14:31:00 EDT

by John Muller

Blue stone curbing, laid primarily in the late 19th and early 20th century, can still be found in parts of Capitol Hill, Le Droit Park, Mount Pleasant, and Georgetown. On U Street SE, in Historic Anacostia, blue stone curbing also endures, holding possibly the last remaining horse tie in the city.

Photo by the author.

Is this horse tie on the 1300 block of U Street SE the last one left? Do you know of any others?

Anacostia was established in 1854 as the city's first subdivision. A few relics of the past, such as the horse tie, remain in plain sight. Horse ties, usually accompanied by a copper or iron ring, have all but vanished from American cities, with the notable exception of preservation-minded Portland. The tie on U Street SE appears to have survived for more than 100 years.

In Anacostia, where residents such as Frederick Douglass agitated the city for years to make repairs to his street (Jefferson Street, now W Street SE), petitioning Congress for infrastructure improvements was a generational exercise, passed down from father to son, mother to daughter.

The Washington Post reported on May 22, 1909 that the District Commissioners budgeted for street improvements across the city. Its article laid out the details of the long-awaited public works project: "That U street southeast between Nicholas avenue [now Martin Luther King Jr. Avenue SE] and Fourteenth street be improved by setting blue stone curb on both sides, relaying cobble gutters and regulating surface of roadways with gravel, at an estimated cost of $1,100 chargeable to appropriation for 'streets in Anacostia.'"

Along with the blue stone, after all these years the horse tie in Historic Anacostia abides.

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Get parking right and many more events

Thu, 11 Apr 2013 14:43:00 EDT

by David Alpert

Spring is here (or maybe it's just an early summer), and that means there's lots to do both inside and outside! Next week is an exciting Coalition for Smarter Growth forum on parking with guest Jeff Tumlin, and CSG has many great walking tours through June.

Photo by elgringospain on Flickr.

You can learn about DC's civil war forts, celebrate Earth Day on April 20 itself or at fairs before or after, go to happy hours and hear speakers on public space.

And if you can't wait to do something, tonight is a public meeting on the Union Station-Georgetown streetcar segment. DDOT will brief the public on its analysis of "premium transit" (i.e. streetcar) through downtown to Georgetown. DDOT director Terry Bellamy has also promised to update people on wireless technologies which can preserve clear viewsheds.

The meeting is tonight, Thursday, April 11 (or last night for those reading the daily email), 6-8 pm at the Carnegie Library in Mount Vernon Square, L'Enfant Map Room.

Learn about forts: BF Cooling and Gary Thompson, founders of an effort to preserve DC's civil war circle of forts, will give a talk about the forts and their history on Monday, April 15, 7-8:45 pm at the Tenley-Friendship Library.

Get parking right: Next Wednesday, the Coalition for Smarter Growth (CSG) is hosting national parking expert Jeff Tumlin to talk about ways cities are fix parking policy to match supply and demand and build a system that works better for everyone. Sam Zimbabwe, DDOT planning head, will talk about how DC might use Tumlin's ideas.

The forum is April 17 at the Center for American Progress, 1333 H St. NW. There are refreshments at 6 and then the program from 6:30-8:30. RSVP here before it fills up!

Be green around Earth Day: Saturday, April 20 is Earth Day, and there are a lot of great events to celebrate and learn more about how to help the environment. The Anacostia Watershed Society is having a cleanup and celebration, first helping clean up the river at 20 sites from 9 am to noon, followed by a celebration at Bladensburg Waterfront Park.

The Town of Vienna is having a Green Expo on Thursday, April 18, 6:30-9 pm to show off ways to make your own home and life more sustainable, while Loudoun is having a festival on Sunday, April 28th.

Be happy in Arlington: CSG and the Columbia Pike Revitalization Organization are cosponsoring a happy hour in Arlington on Monday, April 22 from 6:30-8:30 pm at William Jeffrey's Tavern, 2301 Columbia Pike. Ask questions about what's going on down the Pike or just meet people and have fun!

Improve the public realm: That same day, NCPC is hosting a speaker from London, Helen Marriage, to discuss ways that city is making its public spaces better. A panel afterward will talk about how some of the ideas could come to DC. That's also 6:30-8:30 pm on Monday, April 22 at NCPC, 401 9th Street NW, Suite 500 North.

The RAC is listening: The WMATA Riders' Advisory Council wants to hear from more riders, especially about how upcoming Silver Line service and changes to buses and trains will affect riders. To that end, they're holding listening sessions outside WMATA HQ, starting with one on April 24, 6:30 pm in the Charles Houston Rec Center, 901 Wythe Street in Alexandria near Braddock Road Metro.

Walk and tour: CSG's spring walking tour series kicks off April 27 with a tour of White Flint, followed by 14th Street, Fairfax's Route 1, Wheaton, and Fort Totten in May and June. Space is limited, so RSVP for your favorite tour now!

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And...

Wed, 03 Apr 2013 08:29:00 EDT

by Nick Casey

Marion Barry was hospitalized for low blood sugar (he's diabetic). (Post) ... Learn the history of Columbia Heights at a free lecture tonight. (PoP) ... Jack Evans proposes a tax break for jazz club Blues Alley to move. (WBJ)

Comment

Barry holding up streetcar that was his idea 15 years ago (Jun 19, 2012)
Rally questions Barry's leadership in Ward 8 (Dec 30, 2011)
Barry surprised at streetcar plan from Barry mayoralty (Jul 1, 2010)
Gray transition: bold innovators or a return to Barry? (Nov 4, 2010)
Should Barry be worried about next year�s Ward 8 primary? (Jul 13, 2011)

With spring, history (and transportation) events bloom

Fri, 22 Mar 2013 13:37:00 EDT

by John Muller

Spring in Washington brings budding cherry blossoms, Word Series optimism for the Nationals, and a collection of history-themed events: a DC Wikipedia Edit-a-thon, a new book on Civil War Washington, call for papers for the DC Historical Studies Conference, and more.

Photo by the author.

The moveDC project is also in the midst of ', '18148')" href="http://www.wemovedc.org/participate.html#upcoming
">four public workshops to collect public input for a long-term transportation plan for the District. The meetings are Tuesday, March 26 on Capitol Hill (Ludlow-Taylor Elementary, 659 G St. NE) and Thursday, March 28 at Wilson High (3950 Chesapeake St. NW), 6-8 pm.

DC History Wikipedia Edit-a-Thon

For Wikipedia-philes like GGW contributor Adam Lewis, this Saturday, March 23rd, from 10 am to 4 pm, the Historical Society of Washington (HSW) at 801 K Street NW is the place to be to add information on DC history to the collaborative encyclopedia.

"The Historical Society is excited to partner with Wikimedia DC, the George Washington University, and Special Collections at DC Public Library to offer both experienced editors and those new to Wikipedia access to all the valuable resources that document the city's history," says Jennifer Krafchik, Director of HSW's Kiplinger Research Library. "This is a part of our ongoing effort to be the community's portal to Washington history and we are delighted to make more of our unique resources available to the public."

Prior editing experience is not required to participate. A few spots remain. RSVP to info@historydc.org and come with your own WiFi-enabled laptop computer.

DC by the Book launch party

On Wednesday, March 27th from 6-8 pm, "DC By the Book" will be unveiled at the 5th & K Streets Busboys & Poets. It is an interactive literary map of the District, which allows users to explore the landscape of Washington, DC as it has been represented in fiction.

The launch event will feature readings from fictional works written in and about Washington, DC Guests will inclide Thomas Mallon (Watergate), Adam McKible (EC Williams' When Washington Was in Vogue), Ann McLaughlin (The House on Q Street), and Mark Athitakis will serve as the master of ceremonies. Laptop "exploration stations" will let people try out "DC By the Book" and upload content from their own reads. Contact info@dcbythebook.org to learn more.

New book on Civil War Washington

In 2003, Washington Post book critic, Jonathan Yardley, wrote, "The best 'Washington novel' isn't a novel at all. Published six decades ago, Margaret Leech's Reveille in Washington: 1860-1865 is what academic historians condescendingly call "popular history," written with the novelist's eye for character and telling detail as well as the novelist's command of narrative. The story of the District of Columbia during the Civil War, Reveille in Washington is still authoritative as history and is something of a masterpiece of storytelling."

Whether you're familiar with "Reveille" or not, if there was ever a time to read up on Washington's Civil War history it is now, in the throes of the conflict's sesquicentennial. A new book, A Guide to Civil War Washington, DC: The Capital of the Union, by Lucinda Prout Janke, arrives like clock work.

On DC's Emancipation Day, Tuesday, April 16th from 11 am to 2 pm, HSW will host a book talk and reception for the first such guide issued in over a decade. On the 151st anniversary of the signing of the DC Compensated Emancipation Act, Janke will discuss its effects on the city's demographics and how the law got its own local holiday.

DC Library's "Know Your Neighborhood" lecture series

On Wednesday, April 3rd, as part of the DC Public Library's ongoing "Know Your Neighborhood" lecture series, local history polymath Brian Kraft will present on the past and present of Columbia Heights in the broader context of the history of urban America and the neighborhood impact of landmark court decisions and 1968 riots.

Kraft will use maps and photos and other images to illustrate the neighborhood's beginnings, physical development, demographic upheavals, and recent resurgence. The presentation will start at 6:30 pm at the Mt. Pleasant Branch Library (3160 16th Street NW).

On Wednesday, April 17th at 6:30 pm, John DeFerrari will present a lecture on the Historic Bridges of Rock Creek Park, and on Saturday, April 20th at 2 pm Mara Cherkasky will present on the history of Mt. Pleasant.

Call for Papers for the DC Historical Studies Conference

The DC Historical Studies Conference has been an annual contact zone since the 1970's for scholars, students, and neighborhood leaders to discuss, share, and analyze all matters, persons, places, and things related to the history of the Washington metropolitan area.

The theme for this year's conference, the 40th, is "Marching on Washington," which covers a diverse range of anniversaries: the 1963 Civil Rights March on Washington, 1973 initiation of modern Home Rule, the centennial of the 1913 Woman Suffrage Procession, and the sesquicentennial of the Emancipation Proclamation.

Conference themes are not exclusive; people are welcome to presentat any new historical research about DC. Past presentations have considered art, archaeology, architecture, biography, DC governance, demography, geography, law, military, music, neighborhoods, race relations, schools, as well as oral history techniques and archival collection reviews.

The deadline for submissions is May 1st. More information here (PDF).

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When the cars had won the war

Thu, 14 Mar 2013 15:42:00 EDT

by David Alpert

Martin Austermuhle made a whimsical point on Twitter about this picture, a 1992 historical photograph DCist featured to celebrate the convention center's 10th birthday:

Martin wrote, "D.C., pre-war on cars. The place was motorist heaven."

This makes a real point. We've been hearing a lot about the "war on cars" lately as AAA, the car lobby organization, has been really pushing the theme hard in the press and outlets eager for controversy lap up the destructive rhetoric.

But let's not forget where we were. Not that long ago, much of DC had been shaped by a multi-decade "war on the city." Well-meaning urban renewal efforts tore out large swaths of the urban fabric to build things like the Southeast-Southwest Freeway and big parking lots, like the ones in the picture.

Southeast Freeway construction. Image from DDOT.

The 1958 zoning code that DC is currently trying to replace was a weapon in that war. Its author, Harold Lewis, wrote that the city's form was unable to adapt to a more car-oriented form and zoning must therefore compel it "for the salvation of the downtown area."

In 1950, the federal government decreed that places like Shaw, Southwest DC, and more were "obsolete" and had to be replaced with more car-oriented development patterns. The "obsolete" zones include the area in this picture; this was the result.

It's also worth remembering this era to understand the time when, as we discussed yesterday, very strong historic preservation protection was not only clearly necessary but absolutely urgent. The preservation plan quotes one resident saying "The next generation of preservation leaders is not there; where are the future activists?" Commenter drumz pointed out that there isn't really "an example in DC today of the same sort of large scale clearing that inspired the first preservation movement."

Nobody is trying to wage a war on cars. AAA is just pushing the idea because after their long and successful war on urban places, the trend is moving in the other direction. And anyone who lives in the Mount Vernon Triangle today instead of that 1992 wasteland is pretty glad it is.

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H.A. Griswold and Anacostia's streetcar story

Wed, 06 Mar 2013 10:34:00 EDT

by John Muller and Jason Levinn

When the streetcar eventually returns to the Anacostia neighborhood, it will be more than 150 years since the industrious spirit of Henry A. Griswold and his investors developed the first horse-drawn line connecting communities on the east and west sides of the Eastern Branch of the Potomac River, now known as the Anacostia.

Anacostia's first street car. Photo courtesy of the Historical Society of Washington.

The first streetcar since 1962 will soon start running in DC on a 1.1-mile test track the District Department of Transportation has built along South Capitol Street.

During the last 2½ decades of the 19th century, the streetcar in Anacostia ran up and down present-day Martin Luther King Jr. Avenue, SE. It brought residential and commercial development to the city's first suburb thanks to Henry A. Griswold, President of the Anacostia & Potomac River Railway Company.

A community "lifeline" is born

"Following the original horsecar line in New York in 1832, a number of more progressive American cities—New Orleans, Brooklyn, Boston, Philadelphia, Baltimore, Pittsburgh, Cincinnati and Chicago—all had horesecar systems in 1859," writes LeRoy O. King Jr. in the definitive 100 Years of Capital Traction: The Story of Streetcars in the Nation's Capital. "Yet in 1860, Washington's public transit consisted of one line of horsedrawn omnibuses. The omnibuses were nothing more than urban stagecoaches, and, given the condition of early Washington streets, were indeed primitive transit."

During the Civil War, in 1862, the streetcar was introduced to Washington. Nearly 2 decades later the easternmost terminus of the line was at M Street near the Navy Yard, just before the foot of the Eastern Branch Bridge. Those living east of the river had to walk the rest of the way home or catch a carriage ride.

Thus, before Griswold subdivided his Anacostia property in what would become known as Griswold's Addition, he knew that he first had to build a streetcar over the river, ensuring a critical lifeline to the neighborhood to spur growth.

In February 1875, a prospectus of the Anacostia and Potomac River Railway Company (A&P), chartered by Congress, was distributed throughout Washington and in Griswold's native state of Connecticut. The line began running within the neighborhood later that year.

The A&P grows but hits an obstacle

When Frederick Douglass and his family moved to Anacostia in the waning months of 1877, the neighborhood gained an advocate of national consequence. Douglass was an investor in the streetcar line and lobbied Congress on Griswold's behalf. In 1880, Douglass sent a letter to Senator George F. Edmunds, an advocate of the city's development, adding his support for the an extension of the Anacostia route.

The A&P ran 2.9 miles of track over the Eastern Branch Bridge, rebuilt in 1874, then horizontally back and forth past the Navy Yard to the Southwest waterfront. There, it connected with the Metropolitan line, which ran vertically up and down 7th Street Northwest. Other lines reached the city limits in all directions with the 3 other extant street railway companies of Washington & Georgetown, Capitol, and Columbia.

Map of 1880 Street Railways. Image from the DC Public Library, Washingtoniana Division.

By 1887 the A&P had run for 8 years from 7th & M Streets SW to the grounds of the US Government Insane Asylum, now the planned headquarters for the Department of Homeland Security at St. Elizabeths. Griswold now sought to expand his route into the heart of the city, but the District Commissioners worried about "the unnecessary multiplication of railroad tracks" downtown.

The commissioners sought increased oversight and influence over streetcar lines. In a letter, they said:

[T]he commissioners should have some lawful jurisdiction and direction of the operation of the roads; that the affirmative petition of property-owners upon the line of the proposed routes should be obtained; that a certain proportion of the proceeds of the business of the roads be paid into the District treasury, and that the details of construction, including the pattern of rail and the method of paving the inner-train and inter-rail spaces, should be subject to approval of the commissioners.

Using facts, figures and a chart, Griswold went before the city commissioners in the summer of 1890 to advocate for an extension of the A&P route. Flush with cash after the company carried more than an estimated 800,000 passengers the previous year and a "rapidly increasing population" along the A&P route, Griswold wanted the line to connect "with other companies in the center of the city, so as to transport their passengers to such parts as the City Hall, the Center Market, and the business houses on F Street and Pennsylvania avenue between Sixth and Tenth streets northwest."

"Road Side Sketches of Anacostia," Evening Star, Dec 5, 1891. Looking up present-day MLK Jr. Ave SE. Photo Washingtoniana Division, DC Public Library.

Circulating throughout the city in the spring of 1893 were ten thousand illustrated pamphlets Griswold printed and mailed promoting places of interest in Anacostia and the surrounding neighborhoods. Each pamphlet held a coupon for one free ride over the Anacostia road. At the time the A&P had 52 cars and 230 horses running over 8.5 miles of track which now extended through Capitol Hill.

In the coming years investors would favor electrification over the horse-drawn system. "As the decade wore on, the argument turned from the idea of equipping each car with two horses to the idea of compressed air motors and finally to an underground electric system," King writes in Capital Traction.

Griswold maintains control

When Frederick Douglass passed away at his Anacostia home on February 20, 1895 Griswold lost both a friend and long-time business partner. Douglass held considerable stock in the A&P at the time of his death. Less than a month later, Griswold denied reports that a syndicate of the Philadelphia Traction Co., Baltimore Traction Co., and local Belt Company and Eckington Soldier's Home line was making an offer to buy the A&P and its valuable charter which included rights to extend west to 14th & Pennsylvania Avenue and as far east as the Maryland border.

Griswold continued to maintain control of the A&P despite labor unrest, citizen complaints, and a preponderance of fare evasions. In January 1897 he submitted a report of the receipts and expenditures of his company to the US Senate. In the previous year the road carried 1,127,562 passengers amounting to revenue of $164,762.06. Salary and wages totaled more than $23,500 along with $12,205.59 for hay, feed, and straw, $1,796 for track maintenance, $832.54 for shoeing horses, and other costs including interest payments of nearly $1,900.

Griswold's last years & legacy

Griswold finally ceded control of the A&P in an equity suit in 1899 to the Washington Railway and Electric Company. Under new management the A&P fully began the process of electrifying its route from Florida Avenue to the foot of the Insane Asylum. (A shuttle then continued up the hill to Congress Heights.) On May 26, 1900 the A&P's electrification was complete.

Griswold had by now disposed of his property and retired to his mansion on Mount View Place in Anacostia. In late March 1909 Griswold reportedly told a neighbor (whose home was demolished last year) that he was feeling ill. After shopping downtown Mrs. Griswold returned home in the late afternoon on March 30. Her husband was nowhere to be found in the house.

The body of the former president of the A&P was discovered in a disused attic. He had been shot through the heart and had been dead for some time, a local physician concluded. Police on the scene found mysterious circumstances, but the coroner eventually ruled the death a suicide.

By the dawn of the 20th century, Griswold was the principal businessman in Anacostia. He served as postmaster, developed entire blocks with new housing, and lobbied Congress for his neighborhood's interests which included more police, paved streets, and a firehouse. Before his untimely self-inflicted death at the age of 63, Griswold was instrumental to growing the city's first subdivision, guiding its cross-town streetcar for more than 2 decades in the last quarter of the 19th century.

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Little-known quarry played a big role in DC's rise

Wed, 27 Feb 2013 14:28:00 EDT

by John DeFerrari

The city's historic structures were built from materials as unique to their age and as varied as the architectural styles used to mold them into buildings. Those materials often have their own rich stories to tell, as Garrett Peck ably demonstrates in his lively new book, The Smithsonian Castle and the Seneca Quarry.

Seneca sandstone has a lot going for it. In addition to its rich, dignified color, it also has the unique property that it is relatively soft and easy to cut when it is taken out of the ground but hardens after the cut stone is set in place, making for an excellent building material. It's a wonder that more DC buildings are not made from it.

The first quarry to be used heavily in constructing early Washington was the Aquia Creek quarry near Stafford, Virginia. Peter L'Enfant purchased that quarry on behalf of the government to supply stone for the Capitol and White House, but the pale Aquia Creek sandstone discolored easily (one reason why the White House was painted white in 1798), and better sources of stone were sought out. The cliffs along the Maryland side of the Potomac at what is now the small village of Seneca offered superior stone.

Robert Peter (1726-1806), a Scottish immigrant who became a prosperous Georgetown tobacco merchant, purchased a large tract of land in Maryland, including the sandstone cliffs, in 1781. The first small amounts of stone were quarried there some time in the late 18th century. Peter's son Thomas built the regal Tudor Place mansion that still stands today in Georgetown as one of the city's best house museums. Thomas also built a distinguished country house on the land at Seneca, but it was not until Thomas's son, John Parke Custis Peter (1799-1848), inherited the property that the Seneca Quarry started to figure prominently in DC construction.

South side of the Castle. Photo by the author.

John P.C. Peter made a daring lowball bid in 1846 to supply the stone for the new Smithsonian Building to be constructed on the Mall. The iconic structure could have been made of pale Aquia Creek sandstone, white New York marble, or gray granite, but at a below-market 25 cents per square foot, Peter's Seneca red sandstone got the nod from the building committee.

The eccentric Romanesque Revival building, designed by James Renwick, set the stage for the Victorian era of red Washington architecture. While many red Victorian buildings would be made primarily of brick, Seneca sandstone was prominent as well, often used in water tables because it was considered waterproof.

The water table and belt courses on the old Agriculture Building are of Seneca sandstone. Image from the author's collection.

Renwick used the stone as trim for the original Corcoran Gallery of Art building (now the Smithsonian's Renwick Gallery) as well as the chapel at Oak Hill Cemetery in Georgetown. Just to the west of the Castle, the original Agriculture Department building, designed by Adolf Cluss and completed in 1868, had a Seneca sandstone water table and belt courses.

Other Seneca buildings past and present, as cataloged by Peck, include a number of C&O Canal locks and houses, the McClellan Gate at Arlington National Cemetery, the Luther Place Memorial Church facing Thomas Circle, and many private houses. Although he hasn't found evidence to confirm it, Peck tells me he suspects the trim and belt courses on the striking National Security & Trust building at 15th Street and New York Avenue NW may be Seneca sandstone as well.

It's possible that the trim on this building is Seneca sandstone. Photo by the author.

But Peck's book goes beyond the buildings to delve into the fascinating stories of the people behind the stones. John P.C. Peter died unexpectedly in 1848 after scratching his thumb on a rusty nail and contracting tetanus, but the quarry continued to prosper without him. It was the site of a skirmish during the Civil War and a scandal afterward, when it fell into the hands of robber barons during the corrupt years of the Grant administration. Peck fills in all the details of these episodes and paints a vivid picture of quarry life, including the role of African-Americans who did much of the stone-cutting.

Ruins of the stonecutting mill. Photo by the author.

The quarry shut down around 1901, having exhausted the best of the redstone that was readily available. By that time Washingtonians had decided the city's old red architecture was bad-bad-bad and should be replaced by the imperial white marble and limestone piles envisioned by the McMillan Commission.

The forgotten quarry site gradually fell into ruins. Today it lies in densely overgrown parkland just east of the C&O Canal at Seneca. In winter months, when the undergrowth is dormant, Peck leads tours of the site.

Though the quarry and its various related structures stand on parkland, none are marked with interpretive signs, and there is no marked trail through the site, so Peck's extensive knowledge of the old quarry is essential. The ghostly ruins of the old stonecutting mill, with initials carved in the sandstone by workers of yore, are particularly poignant.

Quarry master's Seneca sandstone house. Photo by the author.

It would be a great addition to the cultural resources of the Washington area if the Seneca Quarry site could be turned into an historical park, as Peck envisions. He closes his book with an engaging discussion of the individuals who have saved parts of old Seneca, like the Kiplingers, who own Thomas Peter's country mansion Montevideo, and the Albiols, who have restored the old quarry master's house.

Peck argues for a modest investment to clear the brush from the stonecutting mill site and other key spots, lay out a marked trail through the park, and install a few key interpretive signs. It would make for a unique memorial to a distinctive aspect of 19th-century culture. With publication of The Smithsonian Castle and the Seneca Quarry and fresh interest in the site, perhaps the Maryland-National Capital Park and Planning Commission might take action.

11 comments

First fatal car crash

Mon, 11 Feb 2013 08:10:00 EDT

by David Alpert

In the first traffic fatality in DC, at 15th St. and New York Ave. NW in 1904, the driver left the scene without waiting. The incident garnered little press coverage, perhaps because the victim was black. (Post)

Comment

What would you do if you came across a bike crash? (Nov 2, 2012)
Then and Now: 15th Street outside the Treasury (Jan 12, 2010)
Then and Now: 13th and Harvard (Dec 3, 2009)
Before DDOT got to improve safety, a pedestrian was killed at 15th & W (Jun 1, 2009)
Then and Now: 1329 to 1337 Harvard Street, NW (Dec 11, 2009)

Ride the 82 streetcar from 5th & G to Branchville

Tue, 05 Feb 2013 15:24:00 EDT

by Matt Johnson

Thanks to video posted on YouTube, we can take a historic ride on the DC Transit 82 streetcar line from 5th & G (near what is now WMATA headquarters) all the way to the Branchville neighborhood of College Park.

Between downtown and the northern end of the line at Branchville, the streetcar passes through Eckington, Mount Rainier, Hyattsville, Riverdale, and College Park.

It's difficult to determine the exact date of this film because it was posted without a source cited. However, the streetcars are all sporting DC Transit livery. Before July 1956, the system was known as Capital Transit. It also has to be before January 1962, because that's when the streetcar system closed in DC.

We can actually narrow the dates a little more because the 80 (North Capitol Street) and 82 (Rhode Island Avenue) lines were discontinued on September 7, 1958.

Here is a map of the route the streetcar takes in this film:

Image from Google Maps.

There are a few interesting things along the route visible in the video.

At 0:48, the streetcar takes a "private right-of-way" between New York Avenue and Eckington Place. Today, this is the Wendy's in "Dave Thomas Circle," at New York and Florida Avenues.

A little farther up the route, at 1:58, you see the T Street "plow pit," where the car changed from using underground conduit to overhead wire. The bridge in the background is the T Street bridge over what is now the WMATA Brentwood Yard.

Starting at 10:18, the line begins to cross the Cafritz property in Riverdale Park. This section of the line will be converted into an extension of the College Park Trolley Trail whenever the site is developed.

At 11:20, the streetcar begins running on what is now the College Park Trolley Trail, and it continues on what is now the trail until the end of the film.

At 12:15, the trolley comes to a grade crossing of a spur of the B&O Railroad which was used to deliver coal to the University of Maryland. That right-of-way is now used for Paint Branch Parkway. Just north of that crossing (at 12:25), the streetcar crosses a tributary of Paint Branch Creek on a bridge that is is still used to carry the Trolley Trail.

At 14:18, the trolley arrives at the Branchville Loop, where Greenbelt Road, Rhode Island Avenue, and University Boulevard intersect. The narrator mentions that the line used to run further north along what is now Rhode Island Avenue. As late as 1948, the 82 line was still running as far north as Beltsville. However, the line used to run all the way to Main Street in Laurel, at the far northern end of Prince George's County.

What else do you notice in the film?

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Shaw church parking demand is nothing new

Fri, 01 Feb 2013 13:17:00 EDT

by David Alpert

Church parking is a huge problem in Shaw, especially today. It's commonly said that the churches in Shaw used to serve immediate residents, and thus didn't need as much parking, but as their congregants have moved farther away over time, they need space for their cars on Sundays. But is this true?

Photo by Mr. T in DC on Flickr.

Mari at InShaw did some research and found a 1957 survey of churches in the "Shaw Urban Renewal Area." She writes:

Of the 42 churches reporting in the NW Urban Renewal area (see map), only 14 had 40% or more of their membership in the renewal area in 1957. Yes, that is 56 years ago, but as present day churches grousing about parking dredge up members who've been attending for 40-50 years as an excuse to ignore parking violations of members of undetermined tenure, I say it is fair to look at membership patterns from way back then.

Image from 1957 survey via InShaw.

In [an Examiner article from October, entitled "Parking conflicts prompting churches to flee D.C.,"] Lincoln Congregational Temple is mentioned as one of the complaining churches. On page 39 of the 1957 survey only 25% of its congregants lived in the area and supposedly of that, most were elderly, people who should be by now at home with Jesus. With the Savior and not driving and trying to find a parking spot.
In '57 a majority of their membership [were] up in Brookland and over in Kenilworth. It is possible that the church recruited a ton of members in the Shaw area since the survey, who then moved out of the area and come back on Sundays. However, I don't think that gives anyone a moral right to a parking spot, no more than having the right to use the toilet in your first apartment years after you turned in the keys and got[] your deposit back.
Shaw is chock full of churches, and some of them have figured out how to worship without double parking and the like. Sadly it is the ones who haven't seriously looked for solutions, other than breaking the law, who seem to scream the loudest. It is embarrassing as a believer, when some church leaders try to make parking a theological issue. Parking ain't in the Bible.

The parking problem has grown especially acute recently. Residents petitioned DDOT to extend residential permit parking (RPP) to Sundays, meaning churchgoers who don't live in the area can only park for 2 hours on RPP blocks and not at all on one side of every street. That has made it impossible for church patrons to use the street parking.

I also suspect that in 1957 Shaw had fewer resident-owned cars, so there wasn't the same level of competition for curb space.

DDOT has been working with individual churches for some time to try to find extra space that can accommodate parking on Sundays, like diagonal parking or space along the medians of wide avenues. But any such parking has to be open to all, not just churchgoers (anything else would be fairly clearly unconstitutional), and just adding more free parking won't ultimately solve the problem.

Many of the churches, but not all, have nearby office buildings or public schools with unused parking capacity on Sundays. There should be a way to work out a deal where the churches can use these lots. However, that parking won't be entirely free.

As we saw with the compromise the Washington Interfaith Network worked out for Columbia Heights churches to use the DC USA garage, once free parking is clearly not an option, suddenly a compromise that involves non-free parking becomes tenable.

The neighborhood parking also isn't entirely full, now that it's so restricted. It should be possible to let some people who want to drive to Shaw park on neighborhood streets, but there isn't room for all. How can DC allocate this scarce resource? The only ways to divvy up a limited resource is lottery, queue, pricing, favoritism (choosing one preferential group), or a hodgepodge.

Right now, it's favoritism for residents, with no option for others. The most sensible approach would be to set up a parking pass that's not free, perhaps also limited in number, which people could purchase to park in Shaw on Sundays. But the assumption that parking must be free, that free parking is a God-given right, is a straitjacket that forecloses better, creative solutions.

Update: The change to the parking included restrictions to RPP holders only on one side of every street. The original article did not mention this feature of the new policy. It has been corrected.

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